Internal combustion engine



Jan. 22, 1935. G, w. wALDo INTERNAL COMBUSTION ENGINE 4 Sheets-Sheet l Filed Aug. 9, 1929 ttorney Jan. Z2, 1935.

G. yv. WALDO INTERNAL COMBUSTION ENGINE Filed Aug. 9, 1929 4 Sheets-Sheet 2 Inventor Geary/e hhfa Ida. by W/ a?. 'f t-torney Jan. 22, 1935; G. W. WALDo 1,988,674

INTERNAL COMBUSTTON ENGINE Inventorfi v Attorney Jan. 22, 1935. G. w. WALDO INTERNAL COMBUSTION ENGINE Filed Aug. 9, 1929 4 Sheets-Sheet .4

Geaye by Wwf@ d? l ttorney 'I5 'the types at present inf use, in `which"gasoline and kindred fuels are burned docs V`not permit Patented Jam 22, 1935 UNITED STATES PA-'TIIN'IP-iA GFFICE i 11,938,674 n l r fr INTERNAL ooivreUsTIoN ENGINE George Waldo, BrooklynfN. Y. Application' Auguste, 1929,*sepi11s5, 384,691 y 19 Claims; (01.123515) A This' invention relates to'internal combustion engines and particularly to engines of the fourcycle type.

The actionv of`internal combustion engines of of the maximum economy of fuel because the mixture of air and fuelca-nnot, after ignitionpbe properly expanded Within the available space within' the cylinders. Thisis due to the fact -that the entire cylinder space is lled with the fuel mixture at atmospheric pressure before compressionand ignition take place. Such a-quantity of gas after compression and ignition requires a "r much larger space in which to expand efficiently.

The rate of change of v`volume due to movement of the piston, must` be an ecient proportion of the natural and unrestricted rate tif-expansion of the gas. Othervvisera large `propvortionof the expansive power of the V.gas is delivered as heat radiated from the engine cylinder via the cooling system. y

It `is now thepractice, in` connection with engines Vof present day design, to control-engine speeds by threttling' or varying the' quantity of fuel and air mixture-admitted to `the engine cylinder. Such means of control-is inefcient since compression falls 01T as throttling occurs andthe whole process results in a falling off in eiiicienoy as' engine speeds are reduced.

Most carbureters and mixing devices in use a the present time depend upon'the action of a current of air passed across a small jet which is supplied With-uel-:roln a lsmallconstant level reservoir. The .fuel issuing vfrom the jet'is conrolled to some extent by a needle valve. lThe amount of liquid which issues, from the jet depends upon the opening of the needle valve and the suction actionofufthe air current over the jet. After issuing from the jet, the liquid is carried along and mixed with the air current, becoming more or less vaporized'according'to the grade'o fuel used and the temperature obtaining.

If an exceptionally volatile liquid fuelv is used in a oarbureter or other mixing device, vit will be found theta fairly' close regulation can' beV ob tained inA supplying suitable quantities'of fuel for the formation of a dry vapor Within the air current passing through the carbureter into the engine. It should be noted however, that the formation of the vapor takes place within the air during its passage into the engine. It is doubtful if any Vapor is formed in the carbureter itself. If the proper quantity oil fuel isinjec'ted into the air current,'a dry-vapor mixture Will be formed, which, ifofsuilicient quantity, Will constitute an explosive and enicient mixture for use within the engine cylinder. Since a dry vapor cannot.. be condensed under conditions met: in gas engine practice as to temperature andpres- 5 sure changes, it follows thats-.such a mixture Will undergo compression"` without .lquefaction of any of the fuel contentg- Considennow', the lower grades oi fuel passing through a carbureter ,orothermixing devicef It l0 is found that it is very difcult', even'ifat all possible to obtain a dry vapor'mixture for use in the engine. This is duc to. the lowerrvaporipressure of the fuel at atmospheric'temperatureand pressure and to the inadequate means of the carbureter l5 'fdr injecting the fuel into the air' current' i'n proper quantity... Various plans have beenI proposed for obviating this dilculty, such as heating the carbureter from the 'exhaust manifold`,.oribreakingtup the jetor spray into'ne particles iWith'such methods however, there isfno positive way ofrassuring the productionfof a` dryvapo'r.. because there is no means of ascertaining that'theipar.- ticular-fuel'has been supplied at a suiieient 'temperature to remain in vaporform in the-original quantity throughout the compression stroke of the particularengine. Thatithi's' condition'exists isr borne4 out by the'y formation V ofv carbon depositsin 4all gasoline and kin'dreden'gines regardless of. the most careful carbureter adjustmentgrsuchfformavtionl being undoubtedly due to-combustioniof fuel in liquid instead of in Vapor or gaseousform. It is also we'll known that"diiferentliuels ofralvolatile nature, require different carbureter settings, Aadjustments and attachments; .i That is to'saythat no carbureter permits thefuseof differentv fuels, Without a radical changein thecarbureter adjustments and attachments. ft'mayalso.bestated, in Vconnection With present i day4 engines, 'that' the latter may not be adapted to use with" equal-facilities, Afuels of different characteristicsfas to heat content, volatility, etc. In mosti casesengines are designed With-a compression' ratio suitable for only one kindzof iuel.` Under present day practice it is impossibletoconstruct an engine with' acompression ratio that Will permit the useof 1vdifferent fuels-withequal efficiencies.; .It appears from the foregoing rconsiderations that internal combustion enginesfof 'thef-types'at present in use require radical depaidau-re,esto-thev 50 means ofl charging the cylinders with Yfuel land air, as to the means of expanding' a heated gas,`5`as to the'methods of forming fuel vapor 'soi-that the existence of a dry vapor-willbe d enitel assured, e as to the method of speed control s-that maximum 55 pressure of the air within the cylinders of an inv ternal combustion engine to such a pressure that a compression ratio may be established that per mits the use of different fuels with equal eciency;

that the resultantfuel mixture, when-compressed and ignited will expandatthe most eiiicient rate; that the speed of the engine may be varied by varying the amount of fuel supplied thus resulting in constant eiiciency for all engine speeds, thev compression ratio remaining substantially the same throughout all speed variation; thata given quantity of fuel may be metered and injected or admitted in liquid form in'fsuspension in air to the engine cylinder and a dry vapor mixture of fuel and air will be formed due to the low pressure obtaining Within ithe cylinder and that the cooling system required can be much'- reduced since a greater proportion of the heat content `of the fuel is converted to useful effort onthe engine piston..`

- I It is accordingly an object ofthis invention to provide an internal combustion engine which has the following general characteristics:

'(a) The cylinder is maintained closed from the atmosphere duringthezmajor portion of what is commonly termed the'intake stroke, there being nofintake valve as usually employed. ,'Ilns action results `in a vacuum of high degree which obtains in thecylinderat the end of the sci-called intake stroke...- .Y (b) Airis admitted to the engine cylindersubstantially at theend ofthe so-called intake stroke and in. a predetermined quantity from a suitably proportioned `chamber containing air at atmospheric pressure. The chamber is maintained out of .communication with 'the atmosphere substantially :during the whole time ofradmission of air tothe cylinder from the said chamber.

v(c) Fu'el is Lsprayed .into the air in the cylinder .during an' appropriate length of time and substanltially with the admission of the air to the cylinder.

L (d) Thecompression ratio remains constant forall changes of engine speed.y Variation in 'speed is accomplished by'v'aryin'g the amount of fuel suppliedto the engine ',cylinder. This results `in constant efliciency for all variations in engine speeds. v

(e) Due to the enicient rate'of expansion the -amount of engine cooling required'is much reducedwith resultant reduction in thesize and extent of the cooling system. (f) The engine Icylinder may be placed in communication with the atmosphere `to the extent that ,full atmospheric pressure will be admitted withoutfueL This'resultsin the Vability to use the engine as a powerful air brake-'if desirable.

'Or the normal air may be augmented for power purposes by the samemeans if desired.

(g) The fuel sprayed into the cylinder is completely vaporized dueto the low pressure or'vacur Aum obtaining within the cylinder. a

The particular-nature' of the invention as well asother objects and advantages, thereof will ap- .pear most 'clearly from -a description of a preferred, embodiment thereof as shown in the accompanying drawings in which y n y,

l A Fig.V V1v is anelevation partly inv section with certain-parts broken awayftoshow more clearly athe structure of the engine. Y A

Fig. 2,'is a similar view in plan.

ingv six cylinders designated -3 to `8 inclusive.

Fig. 3 is a transverse elevational View partly in section substantially along the line 3 3 of Fig. 1. Fig. 4 is an elevation principally in section of the air and fuel timing mechanism along the lines 4 4 of Figs. 5 and 6.

Fig. 5 is a plan view partly in section of the mechanism along the line 5--5 of Fig. 4.

` Fig. 6 is a similar view along the line 6-6 of Fig. 4.

\ Fig.7 is a longitudinal sectional view of one of the fuelr supply nozzles.

Fig. 8 is an elevational sectional View of the form of fuel supply device shown in Figs. 1 and 3. Figs. Sand 10 are elevational sectional views Vof a modified form of fuel supply device showing the fuel at different levels, and

Figs. 11 to 16 inclusive are diagrammatic views used in connection with the explanation of the operation of the engine.

In the drawings 1 is the crank case of the engine above which is the cylinderblock 2 contain- The block is surrounded by the usual water jacket` 9 which will not be furtherdescribed since it forms no part of the present-invention. Each cylinder has a spark plug 10 and a piston 11 connected by a piston rod 12 to a crank 13 attached to a crank shaft 14 in the crank case l and provided at one end of the engine with a pinion 15v meshing with a gear 16 on a shaft 1'7 'from which the usual exhaust valves 18 are operated as well as the combined ignition distributor and air and fuel timing mechanism 19.

VThe ignition ydistributor which may be of any suitable construction is designated 20 and the timing mechanism which forms part of this invention is designated 21. Both of these elements are driven from the shaft 17 through a pair of bevel gears 22 and a common shaft 23.

, As shown in Figs. 1 and 2 each cylinder is provided at its lower end with a pair of ports 24 opening into a chamber 25 in an extension 26 common to each pair of cylinders. As shown most clearly in Fig. 3 a fuel-nozzle 27 for each 'cylinder is attached to and passes through the corresponding extension 26 with its discharge end located in one of the ports 24 as shown in Figs. ,l and 2. f .f l .f One of the fuel nozzlesis shown in detail in Fig. 7. It consists of boss 28 adapted to be screwed into the wall of the extension to hold the nozzle in place. Attached to the bossis an outer tube 29 to which is attached a tapering cap 30 having an opening at its outer end. The boss is provided with Va passage `31 opening to the atmosphere and communicating with the annular space between the outer tube 29 and an inner tube 32 passing through the boss andto the outer end of which `is attached a pipe-33 leading to a fuel supply device 34 which will be described in detail hereinafter. The inner tube is interiorly threaded at its inner end to receive an inner cap 35 having a passage terminatingV in a gradually tapering portion at its outer end. A perforated diaphragm 36 is also screwed adjustably within Vthe inner tube 32 and is provided with a needle 3'7` extending through the passage in the inner cap. By adjusting the position of the needle the amount of fuel drawn through the nozzle may be regulated. A perforated spacer ring 38 is fitted between the inner and outer tubes near their outer ends.

The fuel supply device 34 shown in detail in Fig. 8 consists of` a tank 39 provided with 'a cover sleeve may be .turnedto bring its ports into` com'-v pleter registry With those of thechambers so that air at atmospheric pressure mayenter thechambers 55 through the pipes 57 andthen flow into the cylinders `as the ports 24 are4 uncovered. The free admission of airat atmospheric pressure to the cylinders While their ports 24 are uncovered Will lill them with air at thispressure which will be subsequently compressed Aby. the pistons .to serve as a brake. As the .air enters the cylinders at `atmospheric pressure. While theports are uncovered there will be little or no fuel drawn in through the nozzles 27. i

When the ports 62 of the sleeve 61 are'only partly in registry With the ports 6U the supply of air admitted to the cylinderthrough them may be used to augment the supply of air normally admitted to the cylinders forl power purposes.

In order to possess the maximum usefulness there must be a flexibility of control in accordance with speed and power requirements. The adjustable timer ring 70 is provided for this purpose. It may be turned in either direction by rod 73 and arm 72. Assuming that timer valve member 74 rotates counter clockwise as viewed in Figs.i5 and 6 and that the timer ring is turned in the same direction the trailing edge'of the portion 76 of the member74 Will be delayed in uncovering the port of the timer ring and the opening of the corresponding chamber 50 to the atmosphere Will also be delayed,` so that the low pressure conditions therein will be maintained longer. On thefother hand if the timer ring be moved in the opposite direction the uncovering of the ports therein by 'the trailing edge of the portion 76 will be advanced so that air will enter the chamber 50 earlier than before and thus stop the fuel now earlier in the movement of thepiston. The'timer ring may be adjusted with the engine from a position" Where chamber 50 is closed J"oii from the atmosphere during theentire time that the piston l1 is passing port'24. both down and up to a position Where the chamber 50 is open to the atmosphere during all the time of the movenient of the piston past the port. With chamber 50 open to the atmosphere during the Whole ofthe movement of the piston past the port no fuel will enter the cylinder from nozzle 27. The air 'which enters the cylinder under this' condition'is'adapted'fto exerta braking eiet in addition A'to that which may be obtained byadjustment of the sleeve 61 as above described. In Figs. 9 vand 10 is showna modified form of fuel supply device 8l consisting of a tank' 82 provided Witha cover 83 throughwhich extend pipes 84.- leading to the cylinders of the engine. Y The level of Lfluid in thetank is maintained constant by a float 85 controlling a-supplyvalvev like that shown in Fig. 8. When suction isapplied 4to one ofthe pipes by the action of thepistonin the cylinder to which the pipe leads the-fuel will be drawn into the `pipe until the `level of fuel falls until.` the .lower endof the pipe uncovered f as shown in Fig. 10. `Air y'vill then be drawn into the pipe and carry the vfuel in suspensionas-spray' or vapor to the cylinder'of theengine. The density 'O'f the S'ray'may -begovemed by the distance the pipes are submerged inthe fueL` i1,

While a preferred; embodiment ,ofthe ini/nnbh has been shown andpdescribed,itz'willi-beunder st'ood that it may be embodied in other formszand that various changesinstructural details may be made Withoutdeparting'fromthe principle of the invention as defmedin .the appendedclaims. A

g Itis also to be. understood that theparts ofthe air and fuel .timing mechanism described asl open to the atmospheremayfibe connected'toanother source of pressuresuch as mightbe found neces'- saryto maintain lthe volumetric efliciencyxof the engine Whenoperatedv in a rarefledlatmosphere IC1aII1I .1." '.5V y l. Inan internal combustion.` engine, the com` bination of a cylindenfa piston in' thefcylinder, a chamber adapted to `be placed in communication Withthe cylinder at a predeterminedV point'of the intake stroke of the piston for `furnishingth'e initial supply of air to :thetcylinden` meansfor admitting fuel to the cylinder. means forzplcing the chamber in communication witnthefatios'- phere `and means for operating the rlastfnamed means in timed relation with Ithe piston."

`2. In an internal combustion .engine-fof the four-cycle type, the combination yoffa cylinder, a piston yin the cylinder, achamber adapted "to be placed'in communication with the cylinderv at the end of the'intake stroke for furnishing the' initial supply ofl airt'o the cylinder, means forsupplying fuel tothe fcylmder whenit is iny communication with thechamber and means forplacing the chamber in communication'with the vatmosphere at a predetermined point of a strokeof-'thepistonl 3. In aninternal combustion engine the combination of a cylinder, a piston inthe cylinder, an air chamber adapted to be placed in 'communie' cation with the cylinder at the end "of the intake stroke, means for supplying fuel to the cylinder when it is in 'communication' witlthenchamber, means for placing the chamber in communication with the atmosphere -at'a predetermined pointof a stroke of 'thefpiston andmeans for-- admitting munication withl the cylinder. y Y 4. In anfinternal combustionengine,V the combination of a cylinder. a piston in the cylinder'. a chamber adapted vtobe placed'in'communica-v tion with the cylinder at apredetermined'point of the intakevstroke of the piston for Afurnishing the initial supply of air to the cylinder, meansffr supplyingfuel to the cylinder and means operable in timed relation with the piston for'placing the chamber in communication-with they atmosradditional air to the chamber While it is inA corn:

phere when itis out of' communication With the.

cylinder.

5. In an internal Acombustion engine, the comy bination of a cylindenf'a piston in the cylinder.

an air chamber adapted to beplaced' in'co'mmeans 915erbination of la cylinder, a piston thefcylinder@ an air chamberadapted to be placed cation with the cylinder at a predetermined point of the'intake stroker ofv the` piston,L means-'for supplying -fuel to 'thecylinden meansoper'ablein by' :l afm pi'p 2li communicating '.with; the through a port 43 .controlled bygafloatvalvecon-g sistlngot astem 44ha'ving atapered end adapted to-:tlnto'the .porta` Thestem is moved by a float .having'anarm 46 pivotednna standard 47 with-f in' thetank'and connected .to-.the stemby a suitablerioixslt@48:v w'l'hepipe :33leadingv from the nozzle 27 enters thertankmt itsbottom` .as -do the similar pipes...leading-1to.l the i fuel'. supply.l of .the

other cylinders fuel .supply .devicev lis ad justabiy mounted nipona-,bracket 49 in order to f establish the proper relation between .the level of the fuelandrthe suctionofthejet. 1 chambero isiattachedto ea h .of the extensions 26 by a coupling 51. Each chamber lowerwportion-' closed. by a'cap 54 and an up.- per portion .55 providedwith a cap 56 to which is connectedla pipev i5? leading tostheair andiuel ktiming mechanism 2l.

`i1..'Tliismechanism is :shown in .detail in Figs. A4, 5 andand consists of a casing 58 provided with'radially disposed-af chambers -59 corresponding in numberito `.the icylindersand each of which is in communication with oneofl the lair chambers 50 through-oneiof the pipes257.; Each chamber 59 is providedwith 1a.. portinormally closed .by a sleeve :.61 .having ports 6.2 adapted under certain conditionsof ,operation to .be-brought intofreglstrywith the l@ports 6I)v by turning vthe sleeve by anxattachedarmGS operated by; a rod 64.

Thegoa'sing :58y has abottom 65 to which is attached ia; stem 66 .bywhichthecdmbined ignition distributor :and air and fuel timing mechanism 19 S-imOl-llbd yQn I.the engine asshown most clearly in Elgs.- 11 and 2.. .The stemv also,` serves as a bearf inggfor. .the shaft `23; by whichY .the ,movable elementsizofthe mechanism are operated,

rlEaStenedlto the ftop of the ycasing by brackets 67 is a 4coverb to which isattacheda stem 69 which wpportsl the: distributor 20 ,and .also serves as a .bearingyforhthefshaft .23.. .The brackets 67 are spacedfrom eachfothertoprovide ports lthrough which-air. may enterytheinterior of the casing 58. I SWithinathe .casing` isfan adjustable timer ring 70 provided with ports71 `serving to establish ccmmurcation betweenthe interior of Ithe casing and-:each of thechambers 5.9.. The ring may bek turnedrwithin `the-leasing by an arm 72 pro- .looting.throughizal slot in the lower part of the lcasing:and l.connected to van operating rod 73. The .irng `Shmild t closely enough within the casing x.to-provide a substantially air tight joint. :Within the vring; .570. is a -rotable timer valve member-74 consisting-.oficio annular end portions E75 connectedfby .a portion 76 :.coacting -with the ports 71 in the timer ring 70 to successively c1058, .themasfthevalve member rotates. The portions ofthe valve member are tted closely within.the timer1fing bo provide asubstantially airtight joint. The valve member-isrotated by shaftlr23 :by means of amember 77 having av split hub 78 .clamped gtothe shaft and two arms 79 ex- .tef f ngffrom the hub andconnected tothe yvalve member. 74 by 'screws .8() ,passing through holes in .thev lpper annular portion 75j Y @The .operationof the engine will be described 4'rinipally.irrconneotion.with Eigs. .11 to 16 inclusive'in which only certain elements have been 'shown and for simplicity the air and. fuel ytiming nwohanism has been shown as .if incorporated .in

.airiciiamberec or the, 'cylinder .a .seiected for ,-l}n1Fig ,11). he piston is` shownlin ythe lposition it gelflpiesaiih .beginning pfihfiniekg Stroker-and timer valve member occupies the position shown f at this stage of the operation. Since the interior of ythe mechanism is alwaysf in communication.

with, the atrmisphere through the spaces between the brackets 67 .there will in the actual engine be commimicaticny with the atmospherethrough the port 71, chamber 59 and pipe 57 leading to the air chamber 50 so Athat the latter will bel filled with air atratmospheric pressure. It will be understood that the. timer valve member is driven from the shaft;l4.througi1 the gea-rs l5 and 16, shaft 17, bevelge'ars. 22 andsnaft 23 in timed relation to the movement of the piston. y...The piston moves downward vduring the intake stroke andjust before .it-uncovers the port 24 the portion7f6. ofv the timer mechanism closes the port 7l to cut .oil rcommunication between the .chamber 50 and the atmosphere. The piston then im* covers the port 24 and reaches the position shown in Fig. 12. Communication will then be established-lbetween` the cylinder and chamber 50 and air at atmospheric v rnressure will enter the cylinder, Since in the. embodiment of the invention illustrated the volume V.of vthe cylinder is substantally the same as that of the .chamber and its connections tothe air and fuel timing mechani'sm the cylinder will then be lledwith .air at substantially one-half -atmospheric pressure. Atthe s ame time the reduced pressure inthe cylinder will ,cause fuel to flow. from the supply device 34 through. the corresponding .pipe and inner tube 3 2 of nozzle 27.. The perforated dia-l Dhragm 36 and the needle 37 are suitably adjusted to govern the-flow of fuel from. the tapering passage in the cap 35 from which it issues as a spray. At the same time air enters this spacev between the outer and inner tubes throughy the passage 31 and passes through the perforatedspacer ring 38 and the space between the cap 30 and inner cap 35 fromwhich it is dischargedwith the fuel which is in an atomized condition. The vacuum existing in the cylinder at the end of the suction stroke vaporizes the fuel as it enters the cylinder. t f w The piston then moves upwardly on its compression stroke and as indicated in Fig. 13 vcloses the port 24 to cut off communication between the cylinder andchamber 50. IAt this time the portion '76 of the timer mechanism opens the port 7l so that air atatmospheric pressure again lls the chamber 50 through the corresponding pipe 57 leadingfrom the chamber 59 of the mechanism. heentranoc of air at atmospheric pressure into chamber 50 prevents furtherfuelfrom being dischargedfrom the jet 27. The piston continues untilit has reached the upper limit of its compression stroke as indicated in Fig. 14 whereupon the charge of compressed air. and fuel vapor is red in the usual manner and the piston descends on lits working strokeyas indicated in Fig.. 15. .1 Sincet'he chamber-50 is'throughout the compression and working strokes in comrmmicaztion with the atmosphere the uncovering of the port 24 at the end of the working strokewill permit .air from the chamber to enter the cylinder, but as the latter is iilled` with the products of combustion the pressure therefrom will prevent any fuelfrom being drawn into the cylinder through the nozzle 27. When the piston reaches the end of its workingstrokethe exhaust valve .18 is opened by the usual cam provided for this purpose and .shown 1,7, In--an internal combustion -enginei` ofthe vfour-cycle type, the combination of a cylinder, a

piston in the cylinder,-y a ychamber having avolume bearing a predetermmedgrelation tothevolume of the cylinder at the end of vthe intake stroke, means; for placing theohamber in communication with the cylinder at a predetermined point in the. intake stroke VYof the piston for furnishing the initial Supply f 'air ft@ the cylinder, means for supplyingfuel tothecylinderWhenit .isin communication with vthechamber and means for placingrthe chamber incommunication Withthe atmospherevat another predeterminedpoint `in the stroke ofthe-piston, 1

. In an :internal combustionengine,'the,com-` bination of a cylinder, a pistonin the cylinder, an

air chamber having `a` volume bearing a vpredetermined relation to the volume of the cylinder at the yend ofthe intake stroke, means for placing the chamberv in communication with the cylinder at a predetermined point in the intake stroke of the piston, means for supplying fuel to the cylinder when it is in communication with the chamber, means for placing the chamber in communication with the atmosphere at another predetermined point in the stroke of the piston and manually operable means for increasing the amount of air supplied to the cylinder when it is in communication with the chamber.

9. In an internalv combustion engine of the four-cycle type, the combination of a cylinder, a piston in the cylinder, an air chamber having a volume substantially equal to that of the cylinder at the end of the intake stroke, means for placing the chamber in communication with the cylinder at a predetermined point in the intake stroke of the piston, means for supplying fuel to the cylinder when it is in communication with the chamber and means for placing the chamber in communication with the atmosphere at another predetermined point in the stroke of the piston.

10. In an internal combustion engine, the combination of a plurality of cylinders each provided with a piston, a chamber associated with each cylinder and adapted to be placed in communication therewith at a predetermined point in the intake stroke of the corresponding piston for furnishing the initial supply of air to the cylinder, means for supplying fuel to each cylinder when it is in communication with'l its chamber, and,

mechanism common to the air chambers and operable in timed relation with the pistons for supplying air to each chamber at another predetermined point in the stroke of` the piston in the cylinder associated with the chamber.v l

11. In an internal combustion engine, the combination of a plurality of cylinders eachprovided with a piston, an air chamber associated with each cylinder and adapted to `be placed in communication therewith at a predetermined point in the intake stroke of the corresponding piston, means for supplying fuel to each cylinder when it is in communication with its chamber, and mechanism common to the air chambers, operable in timed relation with the pistons f or supplying air to each chamber at another predetermined associated with the chamber and means associatedfwith the mechanism for varying. the relation between thelair supply to each chamber .and the point in the stroke of the piston atwhichgair isadmitted.

12. In ,an internall combustion engine, the combination of a plurality of cylinderseachv provided with a piston,` an air chamber associated with eachl cylinder` and adaptedto belA placed inl communicationl therewith at a predetermined-point in thev intake stroke of the corresponding piston, means'for Asupplying fuel to `each cylinder when it is n;;c0mmunication Withits chamber, a' pipe leadingA from each chamberand'valve mechanism operableinftimed relation withY the pistons for successively placing the pipes in communication with `the atmospherel at another predetermined point 'in ytlrre 'stroke ofeach piston.

- 13. In anf' internal lcombustion engine, the vcombination of a plurality of cylinders each provided with a.;piston,"an air chamber associated with each cylinderand adapted to bef placed in comn'iiinication` therewith at a predetermined point in theintake stroke of thegcorresponding piston, meansffor supplyingk fuel to teach. cylinder when it isingcommunication -with itschamber, apipe leading from each chamber and valve mechanism operable in timed relation with the pistons for successively placing the pipes in communication with the atmosphere at another predetermined point in the stroke of each piston and means associated with the mechanism for independently placing the conduits in communicationwith the atmosphere.

14. In an internal combustion engine of the four-cycle type, the combination of a cylinder provided with a port, a piston in the cylindeiga chamber adapted to be placed in communication with the cylinder through the port at a predetermined point in the intake stroke of the piston for furnishing the initial supply of air to the cylinder, a fuel supply device in the port, a fuel supply reservoir for the device and means for placing the chamber in communication with the atmosphere at another predetermined point in the stroke of the piston.

15. In an internal combustion engine, the combination of a plurality of cylinders each provided with a piston, an air chamber associated with determined point in the stroke of the piston in the cylinder associated with the chamber and means for operating the distributor and the mechanism is timed relation with the pistons.

16. Inv an internal combustion engine, the combination of a plurality of cylinders each provided with a piston, an air chamber associated with each cylinder and adapted to be placed in communication therewith at a predetermined point in the intake stroke of the corresponding piston, means for supplying fuel toy each cylinder when it is in communication with its chamber, a pipe leading from each air chamber, a valve mechanism consisting of a casing having its interior in communication with the atmosphere and provided with chambers to which the pipes are connected, a timer ring coacting with the chambers and provided with ports communicating with the interior of the casing, a member having a portion coacting with the ports in the timer ring to suclliv cessively close them and means for rotating the member to thereby successively cut off communicationbetween the atmosphere and thefcorresponding chamber, pipe and air chamber.

' 17. In an internalcombustion engine, the combination of a plurality of cylinders each provided `with a piston, an air chamber associated with 4 eachl cylinder and adapted to be placedin communication therewith at a predetermined point in the intake stroke of the 'corresponding piston, means for supplying fuel to each cylinder when it is vin communication with its chamber, a pipe leading from each air chamber, a valve mechanism consisting of a casinghaving its interior in communication with the atmosphere and provided With chambers to which the pipes are connected, said chambers being provided-With external ports,v a member provided with ports coacting withl the last named ports for placing the i chambers in communication with the atmosphere,

means for adjusting the position of the member, a timer ring Within the casing coacting With the chambers and provided ywith ports communieating Withvthe interior of the casing, means for adjusting the position of the timer ring, a member having a portion coacting with the ports in the timer ring to successively close them and means for rotating the member to therebyy successively cut off communication between the atmosphere and the corresponding chamber, pipe and air chamber.

18. The cycle of operation of an internal combustion engine comprising a vacuum creating intake stroke at the termination of which the entire supply of air rfor combustion is admitted to the cylinder of the engine from a chamber having'a predetermined volume together with vaporized fuelfa compression stroke during which the air and vaporized fuel in the cylinder are compressed, a AWorking stroke and an exhaust stroke. y

19. In an internal combustion engine of the four-cycle, type, the combination of a cylinder, a piston in the cylinder, a source of initial air supply of predetermined volume adapted to be placed in communication with the cylinder duringr a predetermined interval of time at the termination of the intake stroke of the piston and means for admitting fuel to the cylinder.

GEORGE W. WALDO. 

